A DETAILED SCRUTINY ON SHIP BUILDING PROCESS, NDT TESTING OF

WELDING DEFECTS, THICKNESS CRITERION OF SHIPS, ACQUISiTION

METHOD OF SHIP COATINGS

A Dissertation work submitted in partial fulfilment of the requirements for the award of the degree.

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

Submitted by
SIRAPARAPU VENKAT 21755A0309
Under the guidance of
Mr. N. SATHISH KUMAR, M.Tech,(Ph.D)
ASSOCIATE PROFESSOR
MECHANICAL ENGINEERING

(Autonomous)
(Approved by AICTE, New Delhi & Permanently Affiliated to JNTUA, Ananthapuramu)

DEPARTMENT OF MECHANICAL ENGINEERING

2020-2024

1
 SREENIVASA INSTITUTE OF TECHNOLOGY AND
MANAGEMENT STUDIES, CHITTOOR-517127, A.P.
(Autonomous)
(Approved by AICTE, New Delhi & Permanently Affiliated to JNTUA, Ananthapuramu)

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
This is certify that the dissertation work entitled

Bonafide record of work done and submitted by

SIRAPARAPU VENKAT (21755A0309) in partial fulfilment of the requirement for award of BACHELOR
OF TECHNOLOGY IN MECHANICAL ENGINEERING during the year of 2020-2024.

PROJECT GUIDE HEAD IN-CHARGE

Mr. N. SATHISH KUMAR, M.Tech,(Ph.D) Mr. N. SATHISH KUMAR, M.Tech, (Ph.D)
Associate Professor Associate Professor & HOD
Department of Mechanical Engineering Department of Mechanical Engineering
Sreenivasa Institute of Technology and Sreenivasa Institute of Technology and
Management Studies, Chittoor, A.P. Management Studies, Chittoor, A.P.

External Viva-Voice Exam held on dated:

INTERNAL EXAMINER EXTERNAL EXAMINER

2
 ACKNOWLEDGEMENT

A Project of this magnitude would have not been possible without the guidance and co-ordination of
many people. Predominantly my thanks to Late Sri D.K. AUDIKESAVULU Garu Founder, SITAMS and
Late Sri D.A. SATYA PRABHA Garu for the extensive lab facilities provided in the college.

Our team is very much grateful to the Chairperson Sri K. RANGANATHAM, B.E, E.I.E, I.E.C.Engg.
Garu for his encouragement and stalwart support. Further, we would like to express our profound gratitude to
Dr.N.VENKATACHALAPATHI, M.Tech, Ph.D, Principal FAC, for providing all possible facilities
throughout the completion of our project work.

We express our sincere thanks to our Head of Department Mr. N. SATHISH KUMAR, M.Tech,(Ph.D), for his
co-operation and valuable suggestions towards the completion of project work.

We express our sincere thanks to our guide Mr. N. SATHISH KUMAR, M.Tech,(Ph.D), for offering us
the opportunity to do this work under his guidance.

We express our sincere salutation to all other teaching and non-teaching staff of our department for
their direct and indirect support given during our project work. Last but not the least; we dedicate this work
to our parents.

SIRAPARAPU VENKAT 21755A0309

3
 Course Outcomes for project work

On completion of project work we will be able to,

CO1. Demonstrate in-depth knowledge on the project topic.

CO2. Identify, analyze and formulate complex problem chosen for project work to attain substantiated
conclusions.

CO3. Design solutions to the chosen project problem.

CO4. Undertake investigation of project problem to provide valid conclusions.

CO5. Use the appropriate techniques, resources and modern engineering tools necessary for project work.

CO6. Apply project results for sustainable development of the society.

CO7. Understand the impact of project results in the context of environmental sustainability.

CO8. Understand professional and ethical responsibilities while executing the project work.

CO9. Function effectively as individual and a member in the project team.

CO10. Develop communication skills, both oral and written for preparing and presenting project report.

CO11. Demonstrate knowledge and understanding of cost and time analysis required for carrying out the
project.

CO12. Engage in lifelong learning to improve knowledge and competence in the chosen area of the project.

4
 CO – PO MAPPING

CO\P PO PO PO PO PO PO PO PO PO PO1 PO1 PO1 PSO PSO

O 1 2 3 4 5 6 7 8 9 0 1 2 1 2
3 - - - - - - - - - - - 3 3
CO.1
- 3 - - - - - - - - - - 3 3
CO.2
- - 3 - - - - - - - - - 3 3
CO.3
- - - 3 - - - - - - - - 3 3
CO.4
- - - - 3 - - - - - - - 3 3
CO.5
- - - - - 3 - - - - - - 3 3
CO.6
- - - - - - 3 - - - - - 3 3
CO.7
- - - - - - - 3 - - - - 3 3
CO.8
- - - - - - - - 3 - - - 3 3
CO.9
- - - - - - - - - 3 - - 3 3
CO.10
- - - - - - - - - - 3 - 3 3
CO.11
- - - - - - - - - - - 3 3 3
CO.12
3 3 3 3 3 3 3 3 3 3 3 3 3 3
CO

5
 ABSTRACT

Shipbuilding industry performs a significant role in supporting national defense, stimulating shipping and
industrial development, rising employment and overseas currency inflow. The basic objectives of this study
are to overview the potentials, performances and identifying the problems related to this industry, which may
significantly encourage the shipbuilding industry performance, as well as the problems will also be addressed
to assess and measure the effect within the industry and finding the answers accordingly. Weld defect detection
is a crucial aspect for improving the productivity and quality of the welding process. Several non-destructive
methods exist for the identification of defects post weld deposition like a new non-destructive testing (NDT)
system focusing on micro size superficial defects in welded joints. The existing methods for NDT of weld
joints involve Rudimentary methods like visual inspection, Radiography, Magnetic particle inspection etc
involve surveying the weld bead for any defects like undercuts, slag inclusion, blowholes, surface cracks, and
porosity. Ultrasonic non-destructive testing (NDT) a method of characterizing material thickness, integrity, or
other physical properties by means of high frequency sound waves is a widely used technique for product
testing and quality control. Most engineering materials can be measured using UTG including metals, plastic,
ceramics, composites, epoxies, and glass, Online or in-process measurement of extruded plastics or rolled
metal is often possible, as is measurement of individual layers or coatings over substrates in multilayer
materials. Painting, as an effective means of corrosion protection, is a key part of the product design and
manufacturing process of ships.

6
 DECLARATION
We hereby declare that the project report “A DETAILED SCRUTINY ON SHIP BUILDING PROCESS,
NDT TESTING OF WELDING DEFECTS, THICKNESS CRITERION OF SHIPS, ACQUISiTION
METHOD OF SHIP COATINGS” submitted for the award of degree of Bachelor of Technology to
Sreenivasa Institute of Technology and Management Studies, Chittoor, A.P. is entirely original and has
not submitted previously to any other university/institute for the award of any degree or diploma.

SIRAPARAPU VENKAT 21755A0309

Place: Chittoor
Date:

7
 CONTENTS

S.No. TITLE Page No.

CHAPTER-1: INTRODUCTION
1. Introduction of College 13
1.0 Introduction of Ship Building 14
1.1 Shipyards 14
1.2 Types of Shipyards 14
1.3 Types of Ships 16
1.4 HSL, Visakhapatnam 18
CHAPTER -2: LITERATURE SURVEY
2.1 Literature Review 20
CHAPTER-3: THEORETICAL ANALYSIS
3.1 Ship Building Process 22
3.1.1 Commercial 22
3.1.2 Design 22
3.1.3 Steel Yard 23
3.1.4 Hull Shop 23
3.1.5 Pre-Fabrication 23
3.1.6 Welding 24
3.1.7 Hull Berths 25
3.1.8 Outfit Complex 25
3.1.9 Black smithy 25
3.1.10 Rigging 26
3.1.11 Carpentry 26
3.1.12 Sheet Metal 27
3.1.13 Engineering 27
3.1.14 Electrical 28
3.1.15 Plumbing 28
3.1.16 Galvanizing 29
3.2 Submarine Division 31
3.3 Ship Repair Division 32
3.3.1 Commercial 32
3.3.2 Outsourcing 32
3.3.3 Purchasing 32
3.3.4 Production 32
8
3.3.5 Electrical 32
3.3.6 Steel Section 33
3.3.7 Plumbing 33
3.3.8 Carpentry 33
3.3.9 Rigging 33
3.3.10 Drydock 33
CHAPTER—4: EXPERIMENTAL INVESTIGATION
4.1 Hull Shop 34
4.1.1 Plasma Cutting Machine 34
4.1.2 CNC Cutting Machine 34
4.2 Pre-Fabrication 35
4.3 Welding 35
4.3.1 Types of Welding 36
4.3.2 Electrodes used in Welding 37
4.3.3 Selection of current size Electrodes 38
4.3.4 Current Setting 38
4.3.5 Welding positions 39
4.3.6 Heat Input &Interpass Temperature during Welding 39
4.4 Docking of Ships 40
4.4.1 Stability calculations during Docking 41
4.4.2 Longitudinal stability terms for Docking 42
4.4.3 Calculating Block Load by using Moment Area Method 43

4.5 Mooring 51
4.5.1 Types of Mooring 51
4.6 NDT Testing 52
4.7 NDT Techniques 53
4.8 NDT Applications 53
4.9 Hull Ultrasonic Thickness Guaging (UTG) 53
4.9.1 Working of UTG 54
4.9.2 Applocations of UTG 54
4.10 Acquisition method of Ship Coatings 54
CHAPTER-5: DISCUSSION OF RESULTS
5.1 Visual Analysis of Vessels 55
CHAPTER-6: SUMMARY & CONCLUSION
6.1 Conclusion 57
6.2 References 58
9
 LIST OF FIGURES

Fig.no Description Page No.

1.0 Introduction of college 13

1.3.1 Container Ship 16

1.3.2 Bulk Ship 16
1.3.3 Tanker Ship 16
1.3.4 Passenger Ship 17
1.3.5 Naval Ship 17
1.3.6 Offshore Vessel 17
1.4 HSL, Visakhapatnam 18
1.4.1 Ship Building 18
1.4.2 Ship Repair 19
1.4.3 Submarine 19
3.0 Ship Building Process 21
3.1.1 Commercial 22
3.1.3 Steel Yard 23
3.1.4 Hull Shop 23
3.1.5 Pre-Fabrication 24
3.1.6 Welding, Types 24
3.1.8 Outfit Complex 25
3.1.9 Black smithy 25
3.1.10 Rigging 26
3.1.11 Carpentry 27
3.1.14 Electrical 28
3.1.15 Plumbing 28
3.1.16 Galvanizing 29
3.1.17 Galvanizing Process 30
3.2 Submarine 31
4.1.1 Plasma Cutting Machine 34

10
4.1.2 CNC Cutting Machine 35
4.2 Pre-Fabrication 35
4.3 Welding 36
4.3.1 SAW 36
4.3.2 TIG Welding 36
4.3.3 MIG Welding 37
4.3.5 Welding Positions 39
4.4 Docking 40
4.4.1 Stability Calculations for Docking 41
4.4.2 Longitudinal Stability Terms 42
4.4.1.2 DWA Calculations 42
4.4.2.1 LCB 42
4.4.2.2 LCG 42
4.4.3 Block Load 43
4.4.3.1 Moment Area Method 44
4.4.3.2 Center of Block Area 44
4.4.3.3 Calculations of D 46
4.4.3.4 Calculations of I 47
4.4.3.5 Calculations of C 48
4.4.3.6 Calculations of E 48
4.4.3.7 Calculations of Block Pressure 49
4.4.3.8 Calculations of Block Load 50
4.4.3.9 Load per Foot 51
4.5 Mooring 51
4.6 NDT Testing 52
4.9.2 UTG 54
5.1.1 INS Mumbai 55
5.1.2 Bonny River 56
5.1.3 Dredger 56

11
 LIST OF TABLES

S.No. Description Page No.

4.3.3 Recommended Electrode Sizes 38

4.3.4 Current Setting 38

4.3.6 Thermal Efficiency Values 40

4.4.3.1 Center of Block Load 45

4.4.3.2 Calculations of D 46

4.4.3.3 Calculations of I 47

4.4.3.4 Calculations of Block Pressure 49

4.4.3.5 Calculations of Block Load 50

12
 SREENIVASA INSTITUTE OF TECHNOLOGY AND
MANAGEMENT STUDIES, CHITTOOR-517127, A.P.
(Autonomous)
(Approved by AICTE, New Delhi & Permanently Affiliated to JNTUA, Ananthapuramu)

Sreenivasa Institute of Technology and Management Studies (SITAMS) was established in the year 1998-99
under Srinivasa Trust by a prominent industrialist late Dr.D.K.Audikesavulu, Ex.M.P, Former TTD Chairman.
Over the last 20 years, SITAMS has made remarkable progress in teaching, research and consultancy in the
field of technical education and management studies under the Chairperson.
Academic institutions have been the bedrock for research for a very long time. At these places, the good
teaching-learning and research go hand-in-hand. They are the two sides of the same coin. It is evident that for
effective teaching, research is essential. The learning outcomes for the students who undergo research-based
teaching are better and leading to a high rate of progression to higher education, research and career. Thus a
conscious effort is made to prepare an objective policy to promote, monitor and evaluate development of the
Institute.

Fig 1.0.

At SITAMS, Placement time is not a mere annual ritual; it is a time for showcasing the very best in our young
engineers to the industrial world. The Placement & Training Cell functions with the primary aim of placing
students in top-notch companies even before they have completed their courses.

Placement Training Activities

Awareness about the employability skills will be provided to all the B.Tech. and MCA students from the
second year onwards. The skill development programmes are embedded in the curriculum and some value
added courses are designed semester-wise. The major concentration will be on Communication, Analytical,
logical and Technical skills improvement of the students. The training programmes on Aptitude, Reasoning,
and Communication skills are embedded in the academics to improve the students performance.

The programmes are:

 1. Personality Development Programme

 2. English Communication Skills
 3. Quantitative and Logical Ability
 4. Technical Skills
 5. Programming skills

13
 1.0 INTRODUCTION – SHIP BUILDNG
Shipbuilding is the construction of ships and other floating vessels. It normally takes place in a specialized
facility known as a shipyard. Shipbuilders, also called shipwrights. Shipbuilding and ship repairs, both
commercial and military, are referred to as "naval engineering". The construction of boats is a similar activity called boat
building. The dismantling of ships is called ship breaking. Modern shipbuilding makes considerable use of prefabricated
sections. Entire multi-deck segments of the hull or superstructure will be built in the yard, transported to the building dock or
slipway, then lifted into place.
1.1SHIPYARDS

Shipyards are one of the earliest mainstream industries in the world just as ships are the oldest mode of global
transportation.
A shipyard, also called a dockyard or boatyard, is a place where ships are built and repaired. These can be
yachts, military vessels, cruise liners or other cargo or passenger ships. Shipyards are constructed near the sea
or tidal rivers to allow easy access for their ships. Several shipyards are also used for repairing and refitting
vessels within their facility. Shipyards are owned or operated by the national government or navy.

 Defence shipyards are focused on constructing navy vessels and submarines for defence purposes.
 Commercial shipyards are used for building or repairing ships such as passenger vessels, cargo vessels
like tankers, containers, bulkers, etc., or other various general-purpose vessels are built under this
category.
 The site of a large shipyard will contain many specialized cranes, dry docks, slipways, dust-free
warehouses, painting facilities and extremely large areas for fabrication of the ships.

1.2TYPES OF SHIPYARDS

1.Based on Ownership
The decision-making power and implementation of the desired frameworks are taken at the management level.
The net turnover, after necessary taxation, is the profit for the yard and that acts as a key determinant for
improvement of processes and incorporation of more infrastructure.
1. Public
A Public Sector Shipyard is owned by the government as a public enterprise and operates under the
jurisdiction of the concerned ministry. A government shipyard is considered a property of the
government and most of the time, has an advantage over their private counterparts in terms of
14
 seamless allocation of funds for process improvement and bolstering their production capabilities.
India has a litany of renowned government-run, state-of-the-art shipbuilding facilities like Mazagon
Docks, Goa Shipyard, Hindustan Shipyard, Garden Reach Shipbuilders and Engineers, Cochin
Shipyard, and so on.
2. Private
Private Shipyards can take part in governmental projects, public shipyards also accept orders from
private entities both nationally and internationally. However, as obvious, they have an upper hand
over private shipyards in being considered for government bids. Thriving private organizations like
L&T Defence has been instrumental in constructing vessels for the navy or coast guard for a very
long time.

2.Based on Purpose/Function
A Shipyard may be used for multifarious purposes.
1. Ship construction yards
Ship construction yards are mainly for the construction of various kinds of vessels. However,
many shipyards are also utilized for the construction of submarines and other underwater vehicles.
For example, Mazagon Dockyard in Mumbai, India is a pioneer in constructing world-class
submarines, chiefly for defence and intelligence purposes.
2. Ship repair yards
Ship repair yards are also used for repairing and refitting vessels within their facility. However,
often exclusive facilities are existent for repair and retrofitting activities of vessels, submarines,
etc
3. Offshore structure construction & repair yards
Offshore structure construction & repair yards infrastructure dedicated to the fabrication and repair
of offshore structures such as rigs exist. But several leading shipyards also extend their services to
offshore structures within their existing facilities.
4. shipbreaking or recycling yards
shipbreaking or recycling yards are used for dismantling and disposal of scrapped ships no longer
deemed fit for use due to age, decommissioning, or incapacitation due to lack of service or
accidental damages.

3.Based on Size
Like every other production unit, Shipyards are categorized based on size, both in terms of area as well as
workflow and capabilities.
1. Large
Large shipyards are often characterised by sprawling infrastructures distributed over several
hundred hectares of land, employing thousands of manpower for its effective functioning.
Specified by sprawling infrastructures distributed over several hundred hectares of land, employing
thousands of manpower for its effective functioning. Hyundai Heavy Industries presently owns the
largest shipyard on earth situated at Ulsan, South Korea.
2. Medium
Medium shipyards are somewhat lower in size and infrastructure as compared to their larger
counterparts but have a similar philosophy of workflow.
3. Small
FAs expected, in terms of size, infrastructure, and manpower, they are lesser in scale.
4.Based on Location
1. Sea
A shipyard may be located on a sea coast or on the banks of a river. Very large vessels and
submarines can only be constructed on yards situated on a sea coast.
2. River
A facility located on a river has some limitations in terms of the size of vessels and the draft
requirements. However, medium to somewhat large-sized vessels has also been built on rivers.
15
 1.3 TYPES OF SHIPS
1.Container Ships
A container ship (also called box ship or spelled containership) is a cargo ship that carries all of its load in
truck-size intermodal containers, in a technique called containerization. Container ships are a common means
of commercial intermodal freight transport and now carry most seagoing non-bulk cargo. container ship
capacity is measured in twenty-foot equivalent units (TEU). Typical loads are a mix of 20-foot (1-TEU) and
40-foot (2-TEU) ISO-standard containers, with the latter predominant.

Fig.1.3.1
2.Bulk Carriers
A bulk carrier or bulker is a merchant ship specially designed to transport unpackaged bulk cargo—such as
grain, coal, ore, steel coils, and cement—in its cargo holds. The term "dry bulk carrier" is used to distinguish
bulk carriers from bulk liquid carriers such as oil, chemical, or liquefied petroleum gas carriers. Very small
bulk carriers are almost indistinguishable from general cargo ships, and they are often classified based more
on the ship's use than its design

Fig 1.3.2
3. Tanker Ships
A tanker (or tank ship or tankship) is a ship designed to transport or store liquids or gases in bulk. Tankers
were first developed in the late 19th century as iron and steel hulls and pumping systems were developed.
Major types of tanker ships include the oil tanker (or petroleum tanker), the chemical tanker, cargo ships, and
a gas carrier. Tankers also carry commodities such as vegetable oils, molasses and wine. A tanker used to
refuel other ships is called an oiler.

Fig.1.3.3

4.Passenger Ships
A passenger ship is a merchant ship whose primary function is to carry passengers on the sea. The category
does not include cargo vessels which have accommodations for limited numbers of passengers. Passenger
Ships are part of the merchant marine, passenger ships have also been used as troopships and often are
commissioned as naval ships when used as for that purpose.

16
 Fig.1.3.4
5.Naval Ships
A naval ship (or naval vessel) is a military ship (or sometimes boat, depending on classification) used by a
navy. Naval ships are differentiated from civilian ships by construction and purpose. naval ships are damage
resilient and armed with weapon systems, though armament on troop transports is light or non-existent.Naval
ships designed primarily for naval warfare are termed warships, as opposed to support (auxiliary ships) or
shipyard operations.

Fig.1.3.5
6.Offshore Vessels
Offshore vessels are ships specifically serving operational purposes such as oil exploration and construction
work on the high seas. There are a variety of offshore vessels which not only help in the exploration and
drilling of oil but also provide supplies to the excavation and construction units located on the high seas.
Offshore ships also provide the transiting and relieving of crewing personnel to and from the high seas,
operational arenas, as and when necessitated.

Fig.1.3.6

17
 1.4 HINDUSTAN SHIPYARD LIMITED, VISAKHAPATNAM
Hindustan Shipyard Ltd (HSL), set up in the year 1941, strategically located on the East Coast of the Indian
peninsula, at Visakhapatnam, Andhra Pradesh, is the nation’s premier shipbuilding organization catering to
the needs of shipbuilding, ship repairs, submarine construction and refits as well as design and construction
of sophisticated state-of-the-art offshore and onshore structures. Direct sea access, excellent infrastructure,
skilled work force, rich expertise garnered over the years in building 200 vessels, refitting 5 submarines and
repairing 2000 vessels of various types enable HSL to offer competent services for the defence and maritime
sectors.

Fig.1.4

Core Areas
The shipyard has three independent business units.
1. Shipbuilding
2. Ship Repairs
3. Submarine divisions with exclusive facilities and infrastructure.

1. Ship Building, Infrastructure and Facilities

Sprawling in an area of 117 acres, the shipyard has an ergonomic layout that ensures unidirectional material
flow. 2000 T / month of steel can be processed in the yard with a stockyard that can hold 30,000 tonnes of
steel, modern plate and section treatment plant, NC Cutting Machines, heavy duty presses, self-elevating
trucks capable of handling blocks up to 250 tonnes and large prefabrication shops with EOT cranes of adequate
capacity. The Shipbuilding facilities include a fully-covered Building Dock (240 x 53 M) with intermediate
gate facility capable of building vessels up to 80,000 DWT and three Slipways is capable of launch ships up
to 33000 DWT. The Yard has a long outfitting quay (460 m) of 10 M clear depth equipped with self-contained
services and facilities.

Fig.1.4.1

18
 2.Ship Repairs
Ship Repairs Complex is equipped with necessary facilities and infrastructure for undertaking repairs of all
types of ships, marine structure & offshore platforms. The Dry dock, constructed in the year 1971, is an
important adjunct to the Ship Repairs Complex for undertaking repairs of all types of ships and oil rigs. With
a size of 244 x 38 M, it is capable of handling vessels up to 70,000 DWT. The Dry Dock, the biggest and
modern dock in the East Coast is capable of docking multiple ships. Ship Repairs Complex also has 544 meters
of waterfront with adequate draft all along and necessary carnage. Ship Repairs Complex, has accomplished
intricate repair jobs on a variety of Naval Ships, Offshore platforms, Drill Ships, Merchant Ships and Oil Rigs.
In Apr 2021, the Ship Repair division has executed repairs of two foreign ships named ‘North Ocean LV 105’
and ‘Go-Sirius’ and earned a revenue of Rs 4.17 Cr in foreign currency for the first time.

Fig.1.4.2
3.Submarine Refit
The shipyard has exclusive Submarine Refit facilities. HSL happens to be the only Shipyard in India to
have carried out the refits of three classes of submarines (refit of two Egyptian submarines in 1971, refit of
Foxtrot-class (INS Vagli) and EKM class (INS Sindhukirti & INS Sindhuvir) submarines of Indian Navy.The
Medium Repair-cum-Modernisation of Russian built INS Sindhukirti was successfully completed and handed
over to the Navy on 26 Jun 2015. This has earned many accolades for the shipyard. Thereby, making this the
most advanced platform ever to be undertaken in an Indian yard proving the Yard’s capability to take up orders
to construct generation next Greenfield submarines.

Sailing of INS Sindhukirti after undergoing MRCM at HSL

Normal Refit of INS Sindhuvir at HSL

Fig.1.4.3

19
 CHAPTER – 2

LITERATURE SURVEY
2.1 Literature Review

The earliest evidence of maritime transport by modern humans is the settlement of Australia between 50,000
and 60,000 years ago. This almost certainly involved rafts, possibly equipped with some sort of sail.
Much of the development beyond that raft technology occurred in the "nursery" areas of the Mediterranean
and in Island Southeast Asia.

The north-European and Mediterranean traditions merged in the late 15th century, with carvel construction
being adopted in the North and the centre-line mounted rudder replacing the quarter rudder of the
Mediterranean.

Ship-building saw a steady improvement in design techniques and introduction of new materials. Iron was
used for more than fastenings (nails and bolts) as structural components such as iron knees were introduced
examples existing in the mid-18th century and greater use from the mid-19th century.

 Shipbuilding is recognized as one of the first born, most open and extremely competitive markets in
the world. Shipbuilding industry performs a significant role in supporting national defense, stimulating
shipping and industrial development, rising employment and overseas currency inflow.
 Shipbuilding has been assumed as one of the most promising Industry in the current time of global
prospect and a country might achieve Ship Building companies/ Ship Repairing companies are in the
public sector and the rest are in the private sector.
 The demand for ships, semi-submersibles and port auxiliary vessels, new ship building as well as ship-
repair activities are projected to grow in view of rising cargo traffic from/to India in coming years.
 “Make in India‟ has been initiated to promote growth of manufacturing sector in the country as it has
higher employment multiplier effects compared to service and agriculture sectors
 The shipbuilding industry has the same impact as infrastructure sectors due to the strong economic
development within a short period of by continuing the upward trend of this industry.
 The basic objectives of this study are to overview the potentials, performances and identifying the
problems related to this industry.
In the shipbuilding industry, the change in demand, i.e., orders for newly built ships, has been extremely
drastic. From 2005 to 2008, orders increased rapidly because of the growth of seaborne cargo traffic, and the
shipbuilding industry received the largest number of orders in its history.
Therefore, the construction capacity of shipyards, particularly in China and South Korea, increased rapidly,
and many new ships have been built.

Sophisticated and specialized technologies, combination of shipyards with specialized industry for improving,
qualified technical employees and researchers, open the door to become a leader of global shipbuilding market.
The existing study presents a cumulative overview and aptitude outline of the shipbuilding in Hindustan
Shipyard Limited, Visakhapatnam. The study is going through with document and practical analysis of
shipbuilding. The character of data collected for the explanation of this research is qualitative data for a
knowledgeable analysis.

20
 CHAPTER-3
THEORETICAL ANALYSIS

Fig.3.0

Ship Building Process

1. Request for Proposal
2. Bid Preparation
3. Contract
4. Production
5. Strat of Contract
6. Procurement
7. Hull & Super Structures
8. Fabrication
9. Launching
10.Tests & Commissioning
11.Trails
12.Delivery of Vessesls

21
 3.1.SHIP BUILDING PROCESS
Shipbuilding is a detailed process that involves the complex design and production aspects. There are a set of
stages followed by designers during the design stage and the shipyard during the production stage to bring a
design into reality. Starting from the concept to the launch of a vessel, a lot of calculations and hard work is
put forward for the design and construction of a vessel.

3.1.1 COMMERCIAL
Bidding conditions encountered in the ship construction industry is made to establish the degree to which the
shipbuilding industry can use decision models developed specifically for construction contract bidding.
Finally, strategy decision model is developed. This model is designed to allow the shipbuilder to incorporate
his own evaluation of all aspects of the tender. The evaluation can be based on analysis of competitor behavior
in similar bidding situations, or it can be based on subjective evaluation of the present situation alone. The
model is designed in such a way that features other than vessel price may be taken into consideration. These
other features could include such factors as the shipyard's ability to meet the desired delivery time, the quality
of its design, the standard of its workmanship, and the financing terms offered. The shipyard's performance in
these areas is expressed relative to the performance of its competitors. Shipbuilders have access to historical
data and trends that can help them better understand their business. This insight can help them submit more
accurate bids because they know how the yard performs and realistic timeframes and budgets.

Fig.3.1.1
3.1.2.DESIGN
The design spiral is a spherical loop of a process that the designers iterate one or more times to meet the
requirements of the owners. It is a crucial part of the shipbuilding process, so executing better design with the
help of historical data and systems working together in tandem can lead to more successful outcomes.
 This phase defines the type and function of the vessel, design requirements, and dimensions in terms
of numbers and ranges. The owner will set forward a list of requirements which can be in terms of
length, range, capacity, and so on.
 The designers start off by developing the plans for the hull. These drawings define the shapes of the
hull in all directions and how they relate to each other. This gives the owner a clear idea of how the
spaces inside his vessel are divided according to his requirements.
 A series of calculations are performed with the help of the lines plan to compute the shape coefficients
and parameters which define the volume, draft, and so on.
 A plan is developed to determine the optimum location of various machinery within the vessel like
engines, shaft lines, generators, and so on, and how they can function with each other without any
complications.
 FEA (Finite element analysis) provides close to real outputs for loads, for which structures can be
designed in terms of unfavourable events such as flooding, due to collision or grounding of the vessel.
 Preliminary estimating of the total material is also calculated, along with supplier details so as to
make the procurement process much easier.
22
  The above steps are iterated so as to refine values and optimize the final design.

3.1.3.STEEL YARD
Typically, the manufacturing process begins after the contract has been signed between the client and the
shipyard, and the detailed design has been carried out, the materials specified by the design is procured by
the Tendering Department of the shipyard. The detailed design already specifies the type of material required
for each part of the hull, the thicknesses, and the grade of steel.
Storage of Plates: Once the steel plates are procured by the shipyard, they are stored in the stockyard. Plates
of different thicknesses and grades are available in standard dimensions (4 meter x 6 meter or 8 meter x 10
meter, and so on) The plates, longer and wider than a city bus, are welded and cut into panels. The panels, in
turn, are twisted and shaped into the skeleton of the ship.

Fig.3.1.3
3.1.4.HULL SHOP
It involves how material is shifted from the stockyard to the surface treatment plant, then marked, nested and
cut to required shapes. we will see how the plates and sections are given shape and curvature according to
the design of the hull. Following surface preparation, machining of plates and sections are carried out in the
hull shop, the cutting processes implemented in the construction shipyard are a key factor in the important
process of turning the shipyard into a more competitive company.
Cutting techniques and technologies allow also the implementation of new construction concepts and
sequences in shipbuilding industry like Oxy-Fuel Cutting, Plasma Cutting, CNC, VAC cutting process.

Fig.3.1.4
3.1.5.PRE-FABRICATION
Prefabrication is the practice of assembling components of a structure in a factory or
other manufacturing site, and transporting complete assemblies or sub-assemblies to the construction site
where the structure is to be located.
• The process of manufacturing and preassembly of a certain number of building components,
modules, and elements before their shipment and installation on construction sites.

23
 • The term prefabrication also applies to the manufacturing of things other than structures at a fixed site.
It is frequently used when fabrication of a section of a machine or any movable structure is shifted
from the main manufacturing site to another location, and the section is supplied assembled and ready
to fit. It is not generally used to refer to electrical or electronic components of a machine, or mechanical
parts such as pumps, gearboxes and compressors which are usually supplied as separate items, but to
sections of the body of the machine which in the past were fabricated with the
whole machine. Prefabricated parts of the body of the machine may be called 'sub-assemblies' to distinguish
them from the other components.

Fig.3.1.5

3.1.6.WELDING
The advent of welding technology brought about a significant shift in the shipbuilding industry. Welding
offered a more efficient, reliable, and cost-effective solution for constructing ships which enabled the industry
to produce perfectly watertight and oil-tight joints.
 There are several welding techniques used in shipbuilding, each with its unique advantages and
applications. Among the most common are shielded metal arc welding (SMAW), gas metal arc welding
(GMAW), and gas tungsten arc welding (GTAW).
 Training is another critical aspect of safety in welding. Welders must be adequately trained in the safe
use of welding equipment and the handling of emergencies.
 Welders are exposed to various risks, including burns, eye damage, and exposure to harmful fumes.
To mitigate these risks, they must adhere to strict safety protocols. This includes wearing appropriate
personal protective equipment (PPE), such as welding helmets, gloves, and respirators.

Fig.3.1.6

24
3.1.7.HULL BERTHS
In shipbuilding, the ship’s hull structure is fabricated and erected on the berth or dock and the outfitting is
started only after launching the hull from the berth. Even before the hull block is made, the outfit components
(machinery, piping, seating structures, etc.) which are supposed to be located in a particular small area in the
ship are fully assembled into a small unit and when the hull block is made, this unit is then directly installed
at the required position in the block provides an advantage of fabricating hull blocks. This process actually
helps in reducing the cycle time required to build the ship. erection of units of assembled components (a
component may be a unit of a pump with its seating and associated piping) and also heavy machinery (for
example: boilers) on large blocks of the hull before the blocks are erected and welded to each other.

3.1.8.OUTFIT COMPLEX
Outfitting on block is the installation of outfit components (machinery with seats, piping, electrical cables,
ventilation trunks, etc.) after an entire hull block is completed. Outfitting on unit is the assembly of a unit of
machinery or component or an already manufactured product (which can also be purchased by the shipyard).
But this unit is not a part of the steel structure of the hull. The decision of sequencing the outfit process
according to the size of the outfit components, machinery and the associated zone of the hull structure is a
very crucial aspect of the decision making process of the production planning department of the yard.

Fig.3.1.8
3.1.9.BLACK SMITHY
Blacksmiths produced metal items needed for ships including anchor chains and stoves. They worked
mostly with iron. Unlike founders who pour molten metals into moulds, blacksmiths used hand tools to
hammer, bend, cut and shape heated, but not molten metal, into finished items. Blacksmiths were the main
trade under the shipwright. The early metal ships were built using frames which were bent on great iron
slabs. The shipwrights would prepare moulds and the blacksmith would hammer out and bend the plates to
the mould made by the shipwright. The blacksmith was a highly skilled craftsman. As welding developed
welders began making items which the blacksmith had previously forged.

Fig.3.1.9
25
3.1.10.RIGGING

Rigging has been an essential part of preparing vessels for travel since the invention of the first sailboat.
Every vessel has a unique rigging plan that shipyard workers or “riggers” must follow with utmost precision.

 Rigging provides structural support to the mast, ensuring it remains stable and upright. It also helps
distribute the forces exerted by the sails, enabling efficient propulsion also facilitates the control and
adjustment of the sails to optimize their performance in different wind conditions.
 A rigging plan is basically a blueprint for lifting and securing heavy loads onto the ship. This
blueprint includes the positions, sizes and safe working loads (SWL) of the deck eye plates, runners,
guys, twist locks, wedges, chocks, beams, preventers and shackles. Cranes and front-loading and
side-loading forklifts are the primary machines used.
 A vessel’s rigging consists of the ropes, cables, and chains that support and control the masts and sails.
Preparing these parts for a long voyage involves various tasks depending on the vessel’s size and shape.
The final step in the rigging process is inspecting the newly repaired or added parts.

 Fig.3.1.10

3.1.11.CARPENTRY

Carpenters may be involved in actually building vessels or they could work in repair and maintenance. There
are both shore-based maritime jobs available for carpenters, as well as offshore jobs on cargo ships.
shipbuilding takes place on land in a shipyard or a dry dock, and repairs or maintenance may take place in a
dry dock too.
A ship’s carpenter duties and responsibilities can be varied depending on the type of vessel they are working
on and the area of the shipping industry they are employed in.
 Constructing the frames of a ship
 Constructing ship parts including doors, partition walls and floors
 Repairing and replacing onboard equipment, furniture and fittings
 Repairing the vessels themselves and Finishing ship surfaces
 Shaping and laminating wood
 Assembling and repairing structural woodwork
 Assembling and installing hardware such as gaskets
 Carrying out inspections
 Reading and interpreting blueprints

26
These tasks will be carried out using a wide range of tools and equipment, including clamps, jigs, power
tools, hand tools, measuring instruments, steam chambers, woodworking machines, marking devices, and
glues and adhesives.

Fig.3.1.11

3.1.12.SHEET METAL

Shipbuilding steel plates are an essential component of the shipbuilding industry, providing vessel strength,
durability, and long-term reliability. They are customizable, highly resistant to corrosion, and can withstand
severe weather conditions, making them ideal for various marine applications, such as hull construction and
equipment manufacturing. Creating the plates entails specialized methods, ensuring that they meet the
industry’s strict requirements.

 Shipbuilding steel plates are typically carbon steel and can be customized to fit specific vessel
requirements. They are highly resistant to corrosion, ensuring the long-term durability of the vessel.
They are also tested for strength and impact resistance, ensuring they can withstand severe weather
conditions and impacts from collision or grounding. The plates are uniformly thick, making them an
ideal choice for large-scale shipbuilding projects.
 One of the primary uses is for hull construction. The hull is the vessel’s main body that protects the
vessel and the machinery. Steel plates are also used for the deck and superstructure, which are the
upper parts of the vessel. Structural steel plates create supports and frames for the ship, ensuring
stability and structural integrity. Steel plates are also used for equipment, such as cranes and winches,
and propulsion systems, such as engines and propellers.
 Shipbuilding steel plates can be used in various marine applications.

3.1.13.ENGINEERING

The shipbuilding industry includes engineering that deals with ship development, as well as the industrial
branch that completes and repairs ships. The engineering department accountable for the ship's internal system
which comprises the propulsion, electrical, refrigeration, and steering systems. This field encompasses the
design, operation, and maintenance of propulsion systems in maritime vessels.

 The role of the mechanical engineer is to specify the components and systems that the vessel requires
to function effectively, efficiently, and safely, and then determine the arrangement of both the
equipment itself and the connecting pipes and cables within the vessel to achieve the same objectives.
 Workshop technology is the backbone of any engineering industry and when it comes to shipping, it
becomes the most important aspect which is responsible for planning, construction and operation of a
ship and its machinery.

Construction and operation of shipping structure or machinery is not possible without the following workshop
practice.

27
1.Brazing
2.Gas Cutting
3.Annealing
4.Riveting
5.Lathe Process
6.Grinding
7.Tapping&Thread Extraction

3.1.14.ELECTRICAL
To drive project efficiency and ensure success, electrical design must be integrated with the rest of the ship
design project from the very beginning with tools that are fit for purpose. Hybrid and electric powered ships
are advanced vessels powered by a combination of diesel, LNG, LPG, methanol, ammonia, and electric motors
or solely by electric motors.

 The components of electrical systems, such as batteries, switchboards, electric motors, rotor sails and
charging systems, demand careful consideration in terms of placement and integration. These elements
directly impact the naval architecture, equipment layout, weight distribution, and safety considerations.
The ship’s power distribution system consists of different components for distribution and safe
operation of the system.

Fig.3.1.14
3.1.15.PLUMBING

Pipes penetrate almost every enclosed space, as well as the shell above and below the waterline, and the
weather deck. The majority of ships’ pipes are constructed of ferrous material, which comes under attack from
all forms of corrosion. Pipes are held in place by supports, hangers or clips that prevent movement from shock
loads and vibration.

Pipes are checked visually and hammer tested, with some also being pressure tested. some pipes may be
selected for dismantling and internal inspection. Most pipes are made of mild steel. But pipes that carry
dangerous chemicals or particularly corrosive fluids are manufactured from stainless steel.

Pipe dimensions the required diameter of a pipe depends on the minimum cross-section area necessary to
allow passage of a fluid of given viscosity at a given velocity. A pipe’s wall thickness depends on the pressure,
the temperature of the fluid conveyed and the construction materials. Pipes that operate at high pressure, such
as hydraulic pipes, have thick walls, while pipes that operate at low pressure, such as ballast water pipes, can
be designed to classification society ‘minimum thickness’ Pipes that connect direct to the ship’s shell have
thicker walls.

28
 Fig.3.1.15.

3.1.16.GALVANIZING

Galvanized steel is a steel that has a protective zinc coating on its outer surface. The zinc is used to increase
the steel's corrosion resistance and is applied most commonly by hot dipping the steel into molten zinc. The
zinc can also be annealed after the hot dipping process or electroplated to the steel.

 Galvanized steel can be used in a variety of applications, the only common factor being the applications
needed for corrosion resistance. Galvanized steel is used in construction, aerospace, automotive, oil &
gas, and many other industries.
 Galvanized steel is a cost-effective and relatively straightforward process for increasing corrosion
resistance, making it an extremely viable option. It is applicable across a wide range of industries and
requires no maintenance. Once the metal has been initially galvanized, there is no need to continually
inspect or modify the zinc coating.
 Additionally, it is a long-lasting method of protection against rust, with the end product being durable,
robust, corrosion-protective, and typically lasting for over 50 years in stable conditions.

Fig.3.1.16

29
Fig.3.1.17.

30
n
3.2.SUBMARINE DIVISION
The HSL shipyard has exclusive Submarine Refit facilities. Submarine department is one of the division in
HSL Submarine department is defined as where the place to construction & repair of the submarine. The
shipyard has exclusive Submarine Refit facilities. HSL happens to be the only Shipyard in India to have carried
out the refits of three classes of submarines (refit of two Egyptian submarines in 1971, refit of Foxtrot-class
(INS Vagli) and EKM class (INS Sindhu Kirti & INS Sindhu Vir) submarines of Indian Navy. The Medium
Repair-cum-Modernisation of Russian built INS Sindhu Kirti was successfully completed and handed over to
the Navy on 26 Jun 2015. This has earned many accolades for the shipyard. During the refit, nearly 100 Km
of cabling and 30 Km of high-pressure piping was renewed, thereby making this the most advanced platform
ever to be undertaken in an Indian yard proving the Yard’s capability to take up orders to construct generation
next Greenfield submarines. Incidentally, this was the only instance where retrofitting of missile system in an
existing submarine was undertaken in the country. The submarine achieved RPM of 350 during its very first
sea sortie for Full Power Trials, thus certifying the quality of work by the yard. Considering the expertise
gained in MR of INS Sindhu Kirti, HSL has been awarded for Normal Refit of INS Sindhu Vir, a Kilo class
submarine of the Indian Navy at a cost of Rs 500 Cr. HSL, achieved another historical milestone in submarine
Repair capability by completing extensive repairs, upgrade, system integration and trials of INS Sindhu Vir
on 31 Jan 2020 i.e. ahead of the contractual delivery period of 09 Feb 2020. Continuance to its success in
Submarine refits, the GoI has further placed order for repair of another Submarine as Project 72006 and the
refit is in progress.
A submarine (or sub) Is a watercraft capable of Independent operation underwater. It differs from a
submersible, which has more limited underwater capability. The term is also sometimes used historically or
colloquially to refer to remotely operated vehicles and robots, as well as medium sized or smaller vessels,
such as the midget submarine and the wet sub. Submarines are referred to as boats rather than ships irrespective
of their size Most large submarines consist of a cylindrical body with hemispherical (or conical) ends and a
vertical structure, usually located amidships, that houses communications and sensing devices as well as
periscopes. In modern submarines, this structure is the sail in American usage and fin in European usage. A
conning tower was a feature of earlier designs: a separate pressure hull above the main body of the boat that
allowed the use of shorter periscopes. There is a propeller (or pump jet) at the rear, and various hydrodynamic
control fins. Smaller, deep-diving, and specialty submarines may deviate significantly from this traditional
design. Submarines dive and resurface by means of diving planes and changing the amount of water and air
in ballast tanks to affect their buoyancy.

Fig.3.2.1.
31
 3.3 SHIP REPAIR DIVISION
The length of the repair process can widely vary based on the ship’s size and the extent of the damage. For
simplicity’s sake, the process can be divided into five main steps
1.initial assessment
2.dry docking survey
3.repairs and replacements
4.painting and coating
5.nondestructive testing
Ships that need repairs are taken to the nearest available port and removed from the water to a dry dock. Dry
docks provide a safer environment and allow the maintenance crew to repair the ship’s underside.
After repairing one of its ships, the company will perform nondestructive tests often with the help of a third-
party facility to determine its safety and compliance with industry standards. This check is essential in ensuring
a vessel is safe to return to operations.

SHIP REPAIR DEPARTMENTS:

3.3.1.COMMERCIAL
The Commercial Department is the main responsible for coordinate the actions in order to sell the products
and services that the company might have, in order to obtain profit and financial revenue to make possible to
grow and survive economically. Commercial construction projects require significant cooperation
among all stakeholders, including accountants, project managers, designers, labourers and
investors. construction companies.
3.3.2.OUTSOURCING
The term “outsourcing” refers to: the practice of a business contracting with a third-party
supplier to provide products or services that are currently handled in-house by staff. Outsourcing
enables economies of scale for procurement, reducing operational costs. financial discipline.
3.3.3.PURCHASING
The procurement process for ships under construction which consists of buying steel, various equipment,
pipes, cables, fittings and other material (e.g. for building cabins), is similar in many ways. Direct procurement
are CNC machines, welding machines and the material used for the purpose of building a ship. Deals with
purchasing of goods for the sustainability of the organization itself.
3.3.4.PRODUCTION
Functional area in an organization that shoulders the responsibility of the manufacturing
process. The primary aim of this department is to reduce production costs by ensuring the
optimal usage of resources like labor, equipment, and raw materials.
3.3.5.ELECTRICAL
Electrical design must be integrated Hybrid and electric powered ships are advanced vessels powered by a
combination of diesel, LNG, LPG, methanol, ammonia, and electric motors. components of electrical systems,
such as batteries, switchboards, electric motors, rotor sails and charging systems. These elements directly
impact the naval architecture, equipment layout, weight distribution, and safety considerations & ship’s power
distribution systems
32
3.3.6. STEEL SECTION
Shipbuilding traditionally uses structural steel plate to fabricate ship hulls. Modern steel plates
have much higher tensile strengths than their predecessors, making them much better suited to
the efficient construction of large container ships.
3.3.7. PLUMBING
Pipes penetrate almost every enclosed space, as well as the shell above and below the waterline, and the
weather deck. The majority of ships’ pipes are constructed of ferrous material, which comes under attack from
all forms of corrosion. Pipes are held in place by supports, hangers or clips that prevent movement from shock
loads and vibration.
3.3.8. CARPENTRY
Carpenters may be involved in actually building vessels or they could work in repair and maintenance. There
are both shore-based maritime jobs available for carpenters, as well as offshore jobs on cargo ships.
shipbuilding takes place on land in a shipyard or a dry dock, and repairs or maintenance may take place in a
dry dock too.

3.3.9. RIGGING

Rigging has been an essential part of preparing vessels for travel since the invention of the first sail boat. A
vessel’s rigging consists of the ropes, cables, and chains that support and control the masts and sails. Preparing
these parts for a long voyage involves various tasks depending on the vessel’s size and shape.

3.3.10. DRY DOCK

Drydock (sometimes drydock or dry-dock) is a narrow basin or vessel that can be flooded to allow a load to
be floated in, then drained to allow that load to come to rest on a dry platform. Dry docks are used for the
construction, maintenance, and repair of ships, boats, and watercraft.

3.3.11.PLANT MAINTENANCE

A set of processes and practices which aim to ensure the continuous and efficient operation of machinery,
equipment, and other types of assets typically used in business for the successful performance and longevity
of machinery, assets, facilities, and entire businesses.

3.3.12.ENGINEERING DEPARTMENT

The shipbuilding industry includes engineering that deals with ship development, repairs ships. The ship's
internal system which comprises the propulsion, electrical, refrigeration, and steering systems. This field
encompasses the design, operation, and maintenance of propulsion systems in maritime vessels.

33
 CHAPTER - 4
EXPERIMENTAL INVESTIGATION
4.1.HULL SHOP
The Hull shop is equipped with different facilities for raw material preparation, pre fabrication, Block
fabrication and the material handling. Major facilities in the Hull shop.
 Shot Blasting Machine for Plates and Profiles
 Automatic Painting Machine
 Plasma cutting machines
 CNC gas cutting machines
 Hydraulic Press with nearly 2000Tonnes capacity.
4.1.1 Plasma Cutting Machine:
 Metal cutting can be categorized into two – mechanical and thermal cutting. Plasma cutting is a thermal
cutting method where ionized gas is used for cutting the metal.
 It is one of the most widely used techniques to cut thick metal plates but is also available for sheet
metal. Plasma cutting is quicker and therefore cheaper with plates starting from around 15 mm.

Fig.4.1.1
4.1.2. CNC Cutting:
CNC machining is a type of automated machining process that uses computer numeral control technology to
shape an object or a part by removing material from a workpiece until the desired shape is achieved.
 CNC stands for Computer Numerical Control. It means utilizing computerized software to control
how a machine moves and operates.
 The Four Stages of CNC Machining CNC machining occurs in four stages:
1. Creating the CAD Model
2. Converting CAD Model to CNC File
3. Configuring the CNC Machine
4. machining operation execution

34
 Fig.4.1.2

4.2.PRE-FABRICATION
The term prefabrication also applies to the manufacturing of things other than structures at a fixed site. It is
frequently used when fabrication of a section of a machine or any movable structure is shifted from the main
manufacturing site to another location, and the section is supplied assembled and ready to fit.
 It is not generally used to refer to electrical or electronic components of a machine, or mechanical parts
such as pumps, gearboxes and compressors which are usually supplied as separate items, but to
sections of the body of the machine which in the past were fabricated with the whole machine.
 Prefabricated parts of the body of the machine may be called 'sub-assemblies' to distinguish them from
the other components.

Fig.4.2

4.3.WELDING
Welding is a process whereby two pieces of metal are joined together by heating the metals until they melt
and flow together. This process is used in a wide variety of industries, from automotive to aerospace to
construction.
• Welding is so important that it has been called “the backbone of American manufacturing.”There are
many different types of welding, but the most common are gas welding, arc welding, and resistance
welding.
• Gas welding is the process of joining two pieces of metal together using a flame. Arc welding uses an
electric arc to heat the metals, while resistance welding uses electricity to create heat through resistance

35
 .
Fig.4.3.

4.3.1.TYPES OF WELDING
 Submerged Arc Welding: In this welding process, the arc is sparked and maintained under a blanket
of granulated flux which is laid on the weld joint before the arc strikes the joint. A hopper containing
granulated flux runs along the length of the weld joint. It deposits a blanket of flux on the joint. The
arc is hence generated within the layer of flux, allowing complete insulation from the environment.

Fig.4.3.1

 Gas Shielded Arc Welding Processes: Gas shielded arc welding processes use a blanket of a gas,
instead of flux, to provide insulation to the arc against the ambient environment. They are used
extensively in shipyards to welding the comparatively lighter structures.
This involves the following welding processes like Tungsten Inert Gas Welding (TIG), Metal Inert Gas
Welding (MIG), Metal Active Gas Welding (MAG).

 Tungsten Inert Gas Welding (TIG): In this welding process, the arc is created between a non-
consumable tungsten electrode and the parent metal plates. The tungsten electrode is surrounded by a
nozzle that maintains a continuous flow of an inert gas around the arc. This inert gas shields the arc
from oxygen, hence stabilising it, and preventing oxidation of the weld pool. A filler rod is introduced
into the arc, which helps in the fusion of the two metals. The inert gas used in this process is usually
Argon. TIG welding is preferred for plates of thickness usually less than 6 to 8 mm.

Fig.4.3.2

36
  Metal Inert Gas Welding (MIG): Metal inert gas welding is, in a way, an advancement on tungsten
inert gas welding, where the electrode is a consumable metal wire. The welding torch consists of an
electrical contact tube which connects the electrode wire to the power supply. The electrode wire is
continuously fed into the nozzle by a pair of driver rollers. It passes through the electrical contact tube.
The flow of an inert gas is maintained into the welding torch through a separate line leading into the
torch. It creates a blanket of inert gas around the stabilized arc. Carbon dioxide is the most widely used
inert gas for this purpose. MIG welding has been widely used in welding of aluminium deckhouses
and spherical membrane tanks in liquefied gas carriers.

Fig.4.3.3
4.3.2 COMMONLY USED WELDING ELECTRODES IN SHIPBUILDING:
Electrodes have identification numbers like E6013 and sometimes colour coding which are difficult to
understand. Normally branded electrode from wellknown companies can be identified as there is a product
guide on board. Generally there are general purpose electrodes in bulk and few kilograms of special electrodes
like Low Hydrogen electrodes and Cast Iron electrodes etc. The commonly use electrodes are as follows:

Fig.4.3.2

E6011: All position welding electrode that can be used with both AC and DC. It is useful for pipe welding. It
produces a deep penetration weld and can weld over rust, dirt and paint also. It is also suitable for x-ray quality
welding. It is a general purpose electrode for ship building, it is also suitable for vertical and overhead welding.
Important Characteristics : Pipe welding, vertical and overhead, rust and paint tolerant, deep penetration.

E6013: It is a general purpose electrode which can be used with both AC and DC currents and produces a
medium penetrating weld with a superior weld bead appearance. It is suitable for welding medium gauge steel
and sheet metal jobs.
Important Characteristics : General purpose, poor fitting, medium penetration.

E7014: It is a general purpose electrode and is used where a higher efficiency than E6013 is required. It can
be used with both AC and DC current. It has light to medium penetration. It is designed to give high deposit
rates and is suitable for higher speeds.
Important Characteristics : High deposition, high speed, general purpose, light to medium penetration.
37
E7018: it is a low hydrogen electrode which can be used both with AC and DC. The flux coating of this
electrode has low hydrogen content which reduces the amount of hydrogen going into the weld. The electrode
is capable of producing x ray quality welds in hands of a good welder. It had a medium penetration. It is used
for welding carbon steels, low alloy steels and free machining steels.
Important Characteristics : Its other uses are cold rolled steels as in heavy machines, fired and unfired
pressure vessels like air bottles and boiler tubes, cast steel and It is used where high strength welding
requirements exist.

4.3.3 SELECTION OF CORRECT SIZE OF ELECTRODES :

 we generally use electrodes of 2.5 mm and 3.2 mm and sometimes 4 mm. However commonly
available electrode sizes are 2.0 mm, 2.5 mm, 3.2 mm, 4.0 mm and 5.0 mm. For special applications
we have different size electrodes also. Some manufacturers use slightly different sizes like 3.15 mm
for 3.2mm and 2.4 mm for 2.5 mm etc.
 The size of the electrode that should be used depends on the thickness of the part to be welded. For
thin metals the electrode is only slightly larger than the metal to be welded. For example, if a plate is
of 2.0 mm thick the electrode of 2.5 mm should be used.

Table 4.3.3
4.3.4 CURRENT SETTING:

Current setting also depends upon the size of the electrode and the metal/alloy being welded. Normally the
manufacturers specify the current range that must be maintained. In overhead welding the current setting is
slightly less than that for flat welding.
 In arc welding correct current selection is very important. If the current is set too low than there is
difficulty in starting the arc and the arc will not be stable. In addition, there is a tendency for the
electrode to stick to the work piece and the penetration is poor.
 If the current is set too high then the electrode may overheat, there is excessive splatter and
undercutting and burning of the material may take place. Optimum current is between the current
ranges specified for the electrode by the manufacturer. The optimum current is one in which there is
no overheating of the electrode, no burning of the work and no undercutting of the job piece.

Table 4.3.4

38
4.3.5 WELDING POSITIONS:

A welding position is a technique that a welder uses to join metals in the position in which they are found or
in which a specific component would be used. Simply put, welding positions are different angles of
joining metals. The welding process can be classified based on the position of the workpiece or the position
of the welded joint on the plate. Some types of welding processes can be done with all positions, while
others may use only one or two positions
There are unique letters to select fillet and groove welds.
 Fillet weld (F): It is a weld of approximately a triangular cross-section used to join two
pieces, especially vertically.
 Grove weld (G): It is a weld made in the groove on the workpiece surface between the
workpiece edges. It requires full penetration to lay strong welds.

The Following are the five main types of welding positions:

1. Flat Position (1G and 1F)
2. Horizontal Position (2G and 2F)
3. Vertical Position (3F and 3G)
4. Overhead Position (4G and 4F)
5. Inclined Position

Fig.4.3.5

4.3.6 HEAT INPUT & INTERPASS TEMPERATURE DURING WELDING :

Total heat input during welding is the heat developed from the welding process (the electrical/combustion
energy supplied by the welding arc/flame to the workpiece) and possibly the preheating, if the base material
so requires. Heat in the form of an arc or a flame is necessary in order to melt the base material and any
consumable during the welding process.

 The most important characteristic of heat input is that it governs the cooling rates in welds and thereby
affects the microstructure of the weld metal and the heat-affected zone. A change in microstructure
directly affects the mechanical properties of welds. Therefore, the control of heat input is very
important in welding in terms of quality control. There are several ways of calculating the energy put
into a weld.
 The most common approach to calculating the heat is to use the welding current, voltage and travel
speed. An American system for this is given in ASME IX and various AWS standards, and a European
system is given in EN ISO.

39
HEAT INPUT CALCULATION :
Heat input is typically given in kJ/mm, so it is necessary to convert the values to standard units, that is: Current
(Amps), Voltage (Volts), Travel speed (mm/s) and Thermal efficiency (no units but is sometime referred to as
process efficiency η) Those units will give the value of heat input in units of J/mm, so dividing the value by
1000 will give it in units of kJ/mm.

The thermal efficiency values for the different processes are given in the table below:

Table 4.3.6
4.4.DOCKING OF SHIPS
After returning to shore, damaged ships are taken to dry docks for a complete survey. Dry docking is the
simple process of removing boats from the water so workers can inspect the hull’s underside and other parts
like the rudder and propellers. Dry docks can accommodate ships that weigh more than 10,000 tons if need be
 A typical drydocking survey starts by pumping all standing water out to stabilize the ship. Then,
inspectors review the plans, diagrams, specifications and other technical documents to ensure
compliance with maritime standards.
 They also inspect the vessel’s structural integrity, machinery and crew workman ship. In some cases,
a drydocking survey will include extra steps to inspect unique types of damage. For example, the
inspectors may use ultrasonic thickness gauging to measure the thickness of steel plates and identify
areas of corrosion.

Fig.4.4

40
4.4.1 DOCKING OF SHIPS STABILITY CALCULATIONS INCLUDE:
 Load line, Fresh Water Allowance
 Dock Water Allowance
 Draft, Mean Draft, Trim
 Displacement and Block Coefficient
 Hydrostatic Tables, TPC
 Movement of G in the transverse plane
 Movement of G in the longitudinal l plane
 Free Surface and Loll Guide

Fig.4.4.1

Dock Water Allowance ( DWA )- The number of millimetres by which the Summer Load Line can be
submerged in Dock Water so that the vessel will be at its Summer Load Line when the vessel enters Salt
Water (density 1025 kg/m³).
Dock Water Allowance ( DWA ) Calculation - A calculation is required to determine how much you can
sink your Summer load line below the water at a river berth, so you can be on your Summer Load Line when
entering the ocean.

41
 Fig.4.4.1.2
4.4.2 LONGITUDINAL STABILITY TERMS USED DURING DOCKING:

Fig.4.4.2
Longitudinal centre of buoyancy (LCB) - The longitudinal centre of the underwater volume, the point
through which buoyancy acts, vertically upwards.

Fig.4.4.2.1
Longitudinal centre of gravity (LCG) - The longitudinal centre gravity. The point through which the weight
of the vessel acts, vertically downwards.

42
 Fig.4.4.2.2
When there is a difference in the location of LCG and LCB, the vessel will want to trim in the direction of the
location of LCG. Due to the difference in waterplane area forward and aft, the Longitudinal Centre of
Floatation (the centre of the waterplane area) will vary depending upon the draft of the vessel. The vessel will
trim about the LCF often the LCF is shown as a triangle to denote the fulcrum, point around which the vessel
trims.
4.4.3 CALCULATING BLOCK LOAD BY THE MOMENT AREA METHOD FOR DOCKING OF
SHIPS:
It is very important for a dockmaster or docking officer to understand how a vessel blocking system behaves
under load and to realize how various factors can affect the amount of load taken by a block. The trapezoidal
loading equation can be a good approximation of load along a keel line in many instances.
 Calculating block load by the moment area method uses the same principles as the trapezoidal loading
equation but achieves more accurate results if there are different size blocks, irregularly spaced blocks,
multiple line of keel blocks or as in the case of drill rigs, blocks spaced over a large rectangular or
triangular area.
 This fundamental principle enables us to determine the actual load on the blocks under a ship and build
a blocking system that adequately distributes the vessel’s weight in a manner we can estimate.
Knowing the loading on blocks is essential to ensuring the blocks, dock and ship are not overloaded.
Many factors can affect the load on a block. These include:
 Block’s initial height relative to other blocks
 Bearing area of the block (hull contact area)
 Types of material the block is constructed of
 Position of block under ship
 Weight & LCG of ship

Fig.4.4.3
43
MOMENT AREA METHOD FOR DOCKING:
keel blocks must be omitted to allow clearance for sonar domes or other appendages that hang below the hull
or to allow access for repairing that area of the keel. Some vessels will not have a distinct keel line and have
multiple lines of blocks at varying spacings. In the case of mat drilling rigs, blocks can be spaced irregularly
under the rectangular or triangular mat. With gaps in the keel line, irregular spaced blocks, different size blocks
etc. the block line cannot be considered as a single rectangle and each block area must be considered
individually. This causes two changes in the analysis method. First, the center of the blocking area is no longer
at ½ the keel length (1/2 L) and must be calculated. Second, the moment of inertia about the center of blocks
must be calculated for each rectangle segments.

Fig.4.4.3.1
CALCULATION OF CENTER OF BLOCK AREA :
First, the center of blocks must be calculated. This can be done by taking the sum of each rectangle’s area
times it’s distance from any arbitrary point and dividing by the total area of all the rectangles. Usually, the
arbitrary point is taken as one end of the keel line.
The center of the blocking area is calculated by dividing the total moment area (A x D) by the total block
area 1,309,968 / 14,112 = 92.83 Ft.

Fig.4.4.3.2

44
Table 4.4.3.1

45
CALCULATION OF “D”
we have to calculate the distance from the center of block area to the center of each block. This dimension is
designated as “dx”. Each individual “d” is equal to the distance from the reference point to the center of all
block area minus D the distance from the reference point to the individual block center or 92.83 – Dx = dx
For Example:
 D1 = 92.83 – 0.5 = 92.33 Feet
 D2 = 92.83 – 6.5 = 86.33 Feet
 D3 = 92.83 – 12.5 = 80.33 Feet Etc.

Fig.4.4.3.3

Table 4.4.3.2

46
CALCULATION OF I :
The moment of inertia of each individual block with respect to the center of all blocking must be calculated
and the results added together to obtain the total moment of inertia of the blocking system about the system’s
center. The moment of inertia of a rectangle about an arbitrary axis is :
I = b x h3 / 12 + A x d2
Where:
 I = Moment of inertia of individual block
 b = Base of the rectangle which is the width of the block (Dimension transverse to the vessel)
 h = Height of the rectangle which is the length of the block (Dimension longitudinal to the vessel)
 A = Area of the rectangle which is b x h
 d = Distance the center of the rectangle is from the axis being investigated.
For Example:
I1 = b x h3 / 12 + A x d2 = 24 x 123 /12 + 288 x (92.33 x 12)2 = 353,518,591 In.4
I2 = b x h3 / 12 + A x d2 = 24 x 123 /12 + 288 x (86.33 x 12)2 = 309,063,993 In.4….
I17 = b x h3 / 12 + A x d2 = 48 x 123 /12 + 576 x (-33.67 x 12)2 = 94,057,324 In.4

Fig.4.4.3.4

Table 4.4.3.3
47
CALCULATION OF “C” :
In the equation P/A + M x c / I, the dimension “c” is the distance from the center of all blocking to the point
at which you want to calculate the block pressure. We need to calculate the pressure at the center of each
block. Thus, the dimension “c” is equal to the dimension “d” for each individual block.

FIG.4.4.3.5
CALCULATION OF “E”:
We need to calculate the eccentricity (e), which is the distance the longitudinal center of gravity of the vessel
(LCG) is from the center of the block area (See Figure 19). The location of the LCG is dependent on how the
vessel is loaded and can be determined using the vessel’s drafts and hydrostatic properties of the hull. In this
example the LCG is 84.33 feet aft of the first block. We have previously calculated the center of blocking to
be 92.83 feet aft of the first block.
Thus, e = 92.83 – 84.33 = 8.5 feet forward of the center of blocking.

Fig.4.4.3.6
CALCULATION OF BLOCK PRESSURE :
We now have all the values needed to plug into the eccentrically loaded column equation and obtain the values
of block pressure at the center of each block:
P/A + M x c / I Or W/A + W x e x c / I
Where:
 W = vessel wt. = 1,500 LT
 A = block area = 14,112 In.2 = 98 Ft.2
 e = eccentricity = 8.5 Ft.
 I = moment of inertia = 4,454,045,474 In.4 = 214,798 Ft. 4

48
 c = the distance from the center of block area to the point being investigated. Points calculated are
usually the center of each block.

Table 4.4.3.4

.
Fig.4.4.3.7

49
CALCULATION OF BLOCK LOAD :
The actual load on each block can be calculated by multiplying the area of the block by the pressure on the
block. Load per foot on the dock floor can be calculated by dividing the block loads by the block spacing.
For example:
 Block 1 has an area of 288 In.2 or 288/144 = 2 Ft.2 and a pressure of 20.79 LT/Ft2.Thus the load on
the block is 2 Ft. 2 x 20.79 LT/Ft.2 = 41.58 LT
 Block 6 has an area of 576 In.2 or 576/144 = 4 Ft.2 and a pressure of 19.01 LT/Ft2.Thus the load on
the block is 4 Ft. 2 x 19.01 LT/Ft.2 = 76.04 LT

Table4.4.3.5

Fig.4.4.3.8

50
 Fig.4.4.3.9
The Moment Area Method is a much more accurate method of predicting block loads. The Moment Area
Method assumes the vessel is infinitely stiff and that all blocks have the same modulus of elasticity. The
Moment Area Method can be used to calculate block loads for vessels (such as drill rigs) that have eccentricity
on both the longitudinal and transverse directions.
4.5 MOORING
Mooring again is the fastening of a vessel to any shore or land-based structure with the help of suitable
mechanisms such that the vessel is not subjected to free motion. This land-based structure may include berths,
jetties, piers, wharves, quays, etc. The mooring operation demands a high degree of teamwork both from ships
and port crew. It is of great importance that all crew involved in mooring operation are properly trained and
equipped, and must have a clear understanding of the duties of fellow members.

Fig.4.5.

4.5.1.TYPES OF MOORING (BASED ON CONFIGURATION)

The mooring arrangement should be such that for various port or dock operations, there is never a problem.
for a mooring system, the main job is to secure a vessel in its position when berthed safely and also ensure
that the vessel is kept sound from collisions or damages due to vessel-structure interactions due to external
dynamic forces.

 Single-Point Mooring
 Multi-Point Mooring
 Standing Mooring
 Running Mooring
 Mediterranean Mooring
 Canal Mooring

51
4.6. NDT TESTING

The shipbuilding industry, NDT is used to inspect the quality and condition of various materials and
components used in the construction of ships.

Some common NDT techniques used in shipbuilding include ultrasonic testing, magnetic particle inspection,
and radiographic testing. These techniques allow engineers and technicians to detect defects, such as cracks
or weld imperfections, that could affect the strength and integrity of the ship. Most common NDT methods in
ship building

There are several NDT methods that are commonly used in the shipbuilding industry, including:

1. Ultrasonic Testing (UT): UT involves the use of high-frequency sound waves to inspect the thickness
and integrity of materials. It is often used to inspect welds, as well as to measure the thickness of steel
plates and other structural components.
2. Magnetic Particle Inspection (MPI): MPI involves the use of a magnetic field and iron oxide or iron
oxide-coated magnetic particles to detect surface and slightly subsurface discontinuities in
ferromagnetic materials.
3. Radiographic Testing (RT): RT involves the use of x-rays or gamma rays to inspect materials for
internal defects. It is often used to inspect welds and castings.
4. Liquid Penetrant Testing (LPT): LPT involves the application of a liquid penetrant to the surface of a
material, which is then drawn into any surface-breaking defects by capillary action. Excess penetrant
is then removed, and a developer is applied, which helps to highlight the defects.
5. Eddy Current Testing (ECT): ECT involves the use of eddy currents, which are induced currents that
flow in the opposite direction of the inducing current, to inspect conductive materials for surface and
slightly subsurface defects.
6. Visual Testing (VT): VT involves the examination of the surface of a material using the naked eye or
with the aid of a magnifying device. It is often used in conjunction with other NDT methods to verify
the results or to provide additional information about the defect.

Fig.4.6.

52
4.7. NDT TECHNIQUES

 NDT techniques can identify the various defects that occur during the welding process. We have enumerated
many welding defects in the previous sections that we can reliably test through NDT.

 As a quick recap, we can use NDT inspections to identify both external and internal welding defects on both
metals. External defects include cracks, porosity, undercut, underfill, spatters, overlaps, arc strike and
excessive penetration. Internal defects include internal cracks, slag inclusion, tungsten inclusion, internal
porosity, internal blowholes, lack of penetration and lack of fusion.

 NDT can verify the structural mechanics of a wide range of products and structures. It requires minimum
intervention and is capable of carrying out routine as well as special inspections without aggravating the
issues present in the structure. We may also use it to inspect parts that are not as accessible.

 When it comes to civil engineering applications, non -destructive testing can inspect structural foundations,
cultural heritage monuments, bridges, buildings, etc.

 In mechanical engineering, we use NDT for the inspection of loaded machinery such as shafts,
turbomachinery, batteries, etc. Techniques used in this field include ultrasonic testing, radiography testing,
visual testing, acoustic emission testing, terrestrial laser scanning, photogrammetry, tacheometry, infrared
thermography, etc.

4.8. NDT APPLICATIONS

NDT has a wide range of practical applications. But we can divide all of them into one of the following two
categories: quality control and condition monitoring.
We can use non-destructive testing to carry out a quality assessment of the manufactured parts to determine that
they meet the desired specifications. We may also use it to assess the condition of parts that are already in service
and whether they are safe for further use.

 Inspection of Raw Products

 Inspection Following Secondary Processing
 In-Services Damage Inspection
 Dimensional Measurements
 Structure and Microstructure Characterization
 Estimation of Mechanical and Physical Properties
 Stress (Strain) and Dynamic Response Measurements
 Material Sorting and Chemical Composition Determination
 Flaw Detection and Evaluation
 Leak Detection
 Location Determination

4.9. HULL ULTRASONIC THICKNESS GAUGING (UTG)

A non-destructive testing technique called hull ultrasonic thickness gauging (UTG) is used to measure the
thickness of a hull’s metal plates. The method is frequently employed in the maritime sector to keep an eye
on a ship’s hull and to spot any possible problems like corrosion or wear. The method, which can measure
metal plate thicknesses up to several centimeters thick, is extremely accurate. This makes it the perfect
technique for keeping track of a ship’s hull’s health because it allows for the early detection of possible
problems.
53
4.9.1. WORKING:

An ultrasonic thickness gauge is used in the procedure to measure the material’s thickness using high-
frequency sound waves. The gauge comprises a probe that is positioned on the metal plate surface under
examination. A sound wave from the probe strikes the metal plate, bounces off of it, and returns to the gauge.
The thickness of the metal is determined by measuring the amount of time it takes for the sound wave to pass
through the metal and return to the gauge.

4.9.2. APPLICATIONS OF HULL ULTRASONIC THICKNESS GAUGING:

In the marine sector, hull ultrasonic thickness gauging (UTG) is a useful tool with a wide range of uses and
advantages. Monitoring the condition of a ship’s hull plates is one of the main uses of UTG. It is used to find
corrosion, wear, and other issues that can jeopardize the hull’s structural integrity. This lowers the possibility
of catastrophic failure by enabling proactive maintenance and repairs.

 UTG can also be used to measure the thickness of tanks, pipes, and other structures in the marine
industry as well as other sectors like the oil and gas business. Numerous advantages of UTG include
improved vessel safety and dependability, lower maintenance costs, better regulatory compliance, and
longer equipment life.

 UTG can aid in preventing more serious damage and lower the overall cost of repairs by detecting
parts of the hull that need upkeep or repair. ultrasonic thickness gauging (UTG) is used to gauge the
thickness of a ship’s hull plates. UTG is used to monitor the state of the hull in a variety of vessel
types, including commercial, military, and recreational vessels, hence its application is diverse.

Fig.4.9.2

4.10. ACQUISiTION METHOD OF SHIP COATINGS

The correct coating process is the basis for ensuring its anti-corrosion performance. Marine coating includes
the whole process of coating and surface treatment before coating, and coating uses suitable marine coatings
to coat the ship’s surface with the right technology to form a protective coating to prevent corrosion.
 According to statistics, painting man-hours account for about 10%–20% of the ship construction man-
hours, and the cost accounts for about 3%–8% of the total construction cost. It can be seen that ship
painting is an integral part of the shipbuilding process, and its quality is attracting more and more
attention from shipyards and ship owners. At present, for large plate-type segments such as outer plates
and flat bottoms, shipyards mainly use high-pressure airless sprayers for spraying operations.
The ship painting process involves a large amount of data information, including static data such as product
models, process specifications, and process equipment information to support process design and planning
and dynamic data acquired during the process implementation.

54
 CHAPTER-5
DISCUSSION OF RESULTS
Archimedes’ principle deals with the forces applied to an object by fluids surrounding it. This applied force reduces the
net weight of the object submerged in a fluid

Archimedes’ principle states that:

“The upward buoyant force that is exerted on a body immersed in a fluid, whether partially or fully
submerged, is equal to the weight of the fluid that the body displaces and acts in the upward direction
at the centre of mass of the displaced fluid”.

5.1.VISUAL ANALYSIS OF VESSELS

5.1.1.INS Mumbai (D62):
 The INS Mumbai (D62) is the third of the Delhi-class guided-missiles destroyers in active-service
with the Indian Navy.
 Destroyers are designed to provide land attack capability as well as air, water surface,
and submarine defense capabilities. There are about 57 destroyers currently in use and several more
under construction.
 Destroyers have massive weapons including missiles, large-diameter guns, and small-diameter
weapons. One of the newest destroyers is the DDG-1000, which is designed to have a minimal
crew while delivering a huge amount of power when deployed.

Fig.5.1.1

5.1.2.BONNY RIVER:
The trailing suction hopper dredger (TSHD) “Bonny River”, built at Royal IHC’s Chinese partner yard
COSCO Guangdong Shipyard, is propelled by SCHOTTEL. BONNY RIVER (IMO: 9810939) is a Hopper
Dredger and is sailing under the flag of Luxembourg. Its length overall (LOA) is 158.2 meters and width is 30 meters.

 The vessel is capable of dredging hard soil and able to work in water depths of more than 100 m.
 Dredging removes the deposits percolated underwater to clear the water pathway for ships to pass,
creates adequate space to construct important bridges, dykes and dams and weeds out silt, intoxicants
and pollutants from the bottom of the water.

55
 Fig.5.1.2
5.1.3.DREDGER:
• A dredger is a specialized vessel used for dredging controlled by DCI.
• A marine vessel fitted with a device(s) to scrap or suck the sediment deposition over a sea bed is known
as a dredger (The device used for excavation and scraping of the sea bed is called the Dredge).
• Modern dredgers are equipped with a wide range of dredging equipment and are more powerful,
allowing them to excavate, scrape, suck, filter, and transport sediments from the seabed.
• The life span of dredger is 10 to 15 years.

Fig.5.1.3

Fig.5.1.4

56
 CHAPTER- 6
SUMMARY &CONCLUSION
Shipbuilding is a detailed process that involves the complex design and production aspects. There are a set
of stages followed by designers during the design stage and the shipyard during the production stage to bring
a design into reality.
• Starting from the concept to the launch of a vessel, a lot of calculations and hard work is put forward
for the design and construction of a vessel.
• Shipbuilding is a very complex process that requires a lot of precise engineering, which is only made
possible by a team of professionals who plans each step prior so as to ensure a quality final product
that serves the required design functions.
6.1 CONCLUSION
Shipbuilding is a detailed process that involves the complex design and production aspects. There are a set
of stages followed by designers during the design stage and the shipyard during the production stage to bring
a design into reality.
 Starting from the concept to the launch of a vessel, a lot of calculations and hard work is put forward
for the design and construction of a vessel.
 Phase determines the vessels, design requirements, and dimensions in terms of numbers and ranges.
The owner will set forward a list of requirements which can be in terms of length, range, capacity,
and so on.
 General arrangement plan is also developed which defines how the vessel is going to be segregated
in terms of space and utility. This gives the owner a clear idea of how the spaces inside his vessel are
divided according to his requirements.
 Series of calculations are performed with the help of the lines plan to compute the shape coefficients
and parameters which define the volume, draft, and so on. These values will serve as the base data
for further steps like stability calculations.
 Normally performed with computer-based solvers, FEA (Finite element analysis) provides close to
real outputs for loads, for which structures can be designed. There are many other factors than
the ship design that affects the final building costs.
 Hull ultrasonic thickness measuring is a very precise and trustworthy way to keep track of a ship’s
hull. It helps to safeguard the safety and longevity of the vessel because it is non-destructive and can
be used to identify possible problems before they become serious ones.
 Through the learning sequence of ship building in HINDUSTAN SHIPYARD LIMITED,
Visakhapatnam I analysed many things like ship building which involves designing the model of the
ship plate treatment, metal cutting process and so on, ship repair complex which involves repair of
defects occurring the vessels and gained practical knowledge regarding the use of mechanical
components in vessels.

57
 REFERENCES
 Piramal, Gita (1999). Business Legends by Gita Piramal. p. 165. ISBN 9780140271874."About Us".
Hindustan Shipyard Limited. Archived from the original on 8 October, retrieved 2011
 "Govt moves Hindustan Shipyard to Defence ministry". The Times of India. 24 December 2009.
Archived from the original on 26 September 2012. Retrieved 9 September 2011
 "Ship Building". Hindustan Shipyard Limited. Archived from the original on 8 October 2011.
Retrieved 9 September 2011.
 "Ship Repairs". Hindustan Shipyard Limited. Archived from the original on 8 October 2011.
Retrieved 9 September 2011. Unnithan, Sandeep (17 November 2008). "Navy's sub induction plan
suffers blow". India Today.
 Hindustan Shipyard Limited celebrates Foundation Day". 24 November 2017. "Annual Report 2022-
23". Gayatri, V. K. L. (23 November 2018).
 "Hindustan Shipyard Limited celebrates founders day". www.thehansindia.com. Retrieved 18 May
2019. "Hindustan Shipyard: Making Waves". India Today. 9 October 2009.
 Retrieved 9 September 2011. "PM's speech at the release of a Commemorative Postage Stamp
honouring Seth Walchand Hirachand". Archived from the original on 11 November 2013. Retrieved
2 September 2012.

58
EVALUATION RUBRICS FOR PROJECT WORK:

Rubric (CO) Excellent (Wt = 3) Good (Wt = 2) Fair (Wt = 1)

Select a latest topic through Select a topic through Select a topic through
Selection of Topic (CO1) complete knowledge of partial knowledge of facts improper knowledge of
facts and concepts. and concepts. facts and concepts.

Improper comprehension
Analysis and Synthesis Thorough comprehension Reasonable comprehension
through analysis/
(CO2) through analysis/ synthesis. through analysis/ synthesis.
synthesis.

Thorough comprehension Reasonable comprehension Improper comprehension

Problem Solving (CO3) about what is proposed in about what is proposed in about what is proposed in
the literature papers. the literature papers. the literature.

Considerable literature Incomplete literature

Extensive literature survey
Literature Survey (CO4) survey with standard survey with substandard
with standard references.
references. references.

Clearly identified and has Identified and has sufficient Identified and has
Usage of Techniques & complete knowledge of knowledge of techniques & inadequate knowledge of
Tools (CO5) techniques & tools used in tools used in the project techniques & tools used
the project work. work. in project work.

Conclusion of project work Conclusion of project work Conclusion of project

Project work impact on
has strong impact on has considerable impact on work has feeble impact
Society (CO6)
society. society. on society.

Conclusion of project work Conclusion of project work Conclusion of project

Project work impact on
has strong impact on has considerable impact on work has feeble impact
Environment (CO7)
Environment. environment. on environment.

Insufficient
Clearly understands ethical Moderate understanding of
Ethical attitude (CO8) understanding of ethical
and social practices. ethical and social practices.
and social practices.

Did literature survey and Did literature survey and Selected a topic as
Independent Learning
selected topic with a little selected topic with suggested by the
(CO9)
guidance considerable guidance supervisor

Presentation in logical
Presentation with key Presentation with
sequence with key points,
Oral Presentation (CO10) points, conclusion and insufficient key points
clear conclusion and
good language and improper conclusion
excellent language

Status report with clear and Status report with logical

Status report not properly
Report Writing (CO10) logical sequence of chapters sequence of chapters using
organized
using excellent language understandable language

Time and Cost Analysis Comprehensive time and Moderate time and cost Reasonable time and cost
(CO11) cost analysis analysis analysis

Continuous learning Highly enthusiastic towards Interested in continuous Inadequate interest in

(CO12) continuous learning learning continuous learning

Annexure I

59
Title of the Project: “A Detailed Scrutiny on Ship Building Process, NDT Testing of Welding Defects,
Thickness Criterion of Ships, Acquisition Method of Ship Coatings”
Name of the student: SIRAPARAPU VENKAT (21755A0309)
Name of the Guide & Designation: MR. N. SATHISH KUMAR, M.Tech,(Ph.D)
TABLE 1: OUTCOME ATTAINED AND ITS JUSTIFICATION

PO Justification

Ship Building phase defines the type and function of the vessel. drawings define the shapes
PO1 of the hull A series of calculations are performed on the hull and deck from different
aspects, stability is calculated for the vessel in its static and dynamic condition.
Analysed the problems of machines accuracy with computer-based solvers, FEA (Finite
element analysis) provides close to real outputs for loads, for which structures can be designed.
PO2

Monitoring the condition of a ship’s hull plates by UTG. It is used to find corrosion, wear, and
PO3
other issues that can jeopardize the hull’s structural integrity.

I used research based data to provide valid conclusions also inspected the vessel’s structural
PO4
integrity, machinery and crew workman ship.

Calculating block load by the moment area method principle enables us to determine the actual
PO5
load on the blocks under a ship and build a blocking system.

common NDT techniques used in shipbuilding is to verify the results or to provide additional
PO6
information about the defect. This solution increases the accuracy of the parts produced and

NDT welding is used to inspect the quality and condition of components used in the construction
PO7
of ships. Hence reduction in wastage of resources happens.

I followed the ethical principles along the deep knowledgeable travel through Hindustan
PO8
Shipyard Limited, Visakhapatnam

I worked on ship painting process involves a large amount of data information, including static
PO9 data such as product models, process specifications, and process equipment information to
support this project function effectively .

Oral and written communication skills are improved while planning, implementing and
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executing the entire project and till submission of the report.

I demonstrated my knowledge and understanding of theoretical study was known clearly through
PO11 the visual observation and implementation of mechanical process and acquired required skills
for carrying out the project.

Facilitated ourselves in Lifelong learning to improve technical knowledge and competence in

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the chosen area of the project.

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